Driving the Tesla Model S Quickly, And Briefly

FREMONT, CA – It’s been nearly four years since Tesla announced plans to expand its electric line-up from a singular sports car to a four-door, five-seat sedan. In the interim, the upstart automaker has grown its dealer network, secured more funding, revealed a crossover concept, and purchased and converted the former NUMMI plant in Fremont, CA to begin production of the Model S.

And that’s where we’re at today, joined by a smattering of press, investors, and a handful of EV early adopters who’ve plunked down deposits and are finally taking delivery of one of the first 10 full-size, fully electric, U.S.-built sedans.

The road from inception to production is a long one, and we’ve covered the Model S extensively since its announcement. But today, we finally get to drive it. Albeit for a very specific “7 to 9 minutes.”

In typical Tesla fashion, this is a highly choreographed affair.

In typical Tesla fashion, this is a highly choreographed affair. Between owners arriving, investor briefings, the assembled masses of journalists and photographers, and us, everything has been planned down to the minute – if not the second.

Which is why this is not a comprehensive test of the Model S.

We can tell you that it accelerates, stops and turns. It’s got more than enough shove to power you up an on-ramp, an interior that’s capable of carrying you and a few companions for an EPA-estimated 265 miles on a six-hour charge, and an infotainment screen that takes up more dashboard real-estate than a three-story row home.

What we can’t tell you is what the Model S is like to commute in or what it’s like to cane through the twisting roads of Mount Hamilton. And more importantly, we’re unable to put Tesla’s range claims to the test.

But if our brief seat time is any indication, Tesla hasn’t just delivered a functional, all-electric sedan – it’s made a luxury EV that can outpace and outclass the stalwarts of the premium sports sedan segment, while changing the perceptions of electric mobility.

It’s also a complete hoot to drive.

If you need a refresher on the Model S’ stats and features, brace yourself for the numerical barrage.

Three battery capacities are available: a 40 kWh pack, a 60 kWh battery, or a range-topping 85 kWh of juice. Tesla is citing range figures of 160 miles for the low end, 40 kWh module and 230 miles for the 60 kWh pack. The EPA just put out its own stats on the maxed-out 85 kWh battery, and rates it at 265 miles on a single charge and a combined rating of 89 MPGe. Until the EPA does its thing with the other models, it’s safe to assume the lesser packs will be rated around 10 percent less than what Tesla is citing.

The price discrepancy between each battery capacity is easy to calculate – start with $49,900 (after the $7,500 federal tax credit) and add $10k for each upgraded pack, with the 85 kWh model topping out at $69,900.

No matter the battery spec, you’re getting a Model S with 362 horsepower and 325 pound-feet of torque, and fitted with the 17-inch, Nvidia-powered touchscreen infotainment system, 19-inch wheels and seating for five, or up to seven if you fit the optional and entirely daft hatch-mounted, rear-facing seats.

The Model S Performance adds a “high performance drive inverter” boosting output to 416 hp from 5,000 to 8,600 RPM and 443 pound-feet of torque from 0 to 5,100 revs, which combined with the upgraded tire and wheel package is good for a 0-60 MPH run of 4.4 seconds. Along with the 85 kWh battery pack, the Performance model also comes standard with Nappa leather interior, alcantara and carbon fiber accents, a sport-tuned traction control system that allows a minute amount of slip and an active air suspension that goes from spongy to sporty depending on the conditions. All that for $84,900.

With a total tonnage of well in excess of 4,000 pounds, the Model S drives surprisingly light on its feet.

What we’re driving today is the Signature Performance model, one of 1,000 limited edition variants that have been set aside for the earliest of Tesla’s early adopters. While the $87,900 base Signature edition packs the same high-range battery pack and air suspension, along with red exterior paint, coke dealer chic white interior, and a claimed 0-60 run of 5.6 seconds, the performance model comes with the same kit but commands a cool $97,900 for its exclusivity.

Acting like a proper consumer electronics company, Tesla will only be offering the topped-out 85 kWh pack at launch, with the 60 kWh pack coming this fall and the 40 kWh version arriving in the winter.

Tesla’s pre-planned, six-mile route covered short blasts of urban and highway driving, along with a few fast, sweeping bends that put the drivetrain, suspension and steering in its best light.

We make a hard left out of the former NUMMI plant and mat the throttle down a straight leading to a long, slightly on-camber left hand turn. Acceleration in this Performance model is beyond brisk and the complete lack of any engine or transmission noise feels odd as we’re whisked in near silence to over 90 MPH.

A quick lift off the accelerator and the regenerative braking comes on at full force, slowing the Model S down to near 70 MPH before we lightly dab the brake entering the bend.

No need. The regen handles most of the deceleration and we get back on the throttle to power through at a few ticks over 60 MPH.

Photo: Ariel Zambelich/Wired

First impressions: The steering – dialed into Sport mode – is remarkably tight, although there’s not a massive amount of feedback through the electromechanical wheel. More impressive is the complete and utter lack of body roll as we tramp it through the corner, the air suspension sorting things out and keeping the Model S nearly flat through the bend.

With a total tonnage well in excess of 4,000 pounds and a wheelbase comparable to a mid-size luxury sedan, the Model S drives surprisingly light on its feet. The majority of the mass is mounted low in the body, primarily comprised of the battery and rear-mounted A/C-type electric motor powering the rear wheels, and we’re told the overall weight distribution is a slightly rearward bias 49:51 front-to-rear.

So far, it feels better than the best small Bimmer. And as it should. This is clean sheet car creation, combining the sport of a sports sedan with the electro-powered shove of its Roadster fore bearer. But unlike the Roadster, the Model S is brimming with grunt all the way through the rev range.

After a quick crest over a freeway onramp, we’re put through a patch of less-than-perfect tarmac to test the overall ride and interior noise. Again, the Model S impresses, with bumps absorbed and dispatched in quick order. Then again, Tesla picked the road. With the windows up, the stereo off and the A/C dialed down, the only thing you hear inside is a slight amount of tire roar. It’s quiet, but the solitude doesn’t come close to complete isolation.

Back down on the throttle through a few fast corners and we lay on the brakes, sending the tripod in the rear trunk (there are two, after all, one “frunk” and a traditional hatch) into the seat backs. The Model S brakes with authority, hauling us down from 60 MPH to a crawl within seconds. That, we weren’t expecting.

Minutes later, we’re passing a slow-moving Civic as we merge onto the highway. It’s a short blast, but gives us a few miles to play with the center mounted touchscreen and see if the Model S just became the new posterboy of driver distraction.

Photo: Ariel Zambelich/Wired

Unlike similar systems fitted by Ford and Cadillac, the user interface is remarkably uncluttered – mainly because of the sheer size of the screen. The HVAC controls are a bit hidden at the bottom of the display, requiring a few more steps to crank up the air than we would like, but the majority of the controls are up-front and intuitive, with large touch points and quick responses.

We cycle through the different steering settings, dial up an internet radio station streamed through the embedded 3G data connection, and try out the redundant controls on the steering wheel. Everything works as advertised, but until we get more seat time, it’s hard to make a definitive call on the custom-designed, Linux-powered infotainment system.

The interior fit and finish is – as expected – far more polished than the prototype we rode in previously. Tesla couldn’t develop all the bits and pieces in-house, so anyone familiar with Mercedes-Benz products will instantly recognizes the “transmission” stalk jutting out of the steering console and the window switches on the doors. They’re pulled from an E-Class, and remind you that Tesla is still very much a start-up.

Tesla has made a credible driver’s car with the eco-cred to match.

The build quality is impressive for such a small automaker, with the dash, seats and trim feeling solid and well assembled. There’s a notable lack of storage, with no door pockets available, but a massive tray sits between the driver and front seat passenger ready for a sizable amount of assorted detritus. The seats are comfortable enough, although in this Performance model we’d welcome a bit more side bolstering.

We make a quick set of lane changes and get off the freeway, letting the regen do all the braking. There’s no need to employ the sizable Brembo brakes fitted at each corner. Like most EVs, the regen takes some getting used to, but we’re already adapting.

Back inside the Tesla Plex, we pause for a few minutes to take stock of what Elon Musk and his crew have created. “We wanted to build the best car in the world to show that an electric car can be the best car in the world,” Musk says to a wall of cameras.

Best? Let’s start with top 10 and go from there.

Short seat time aside, it’s obvious that Tesla hasn’t simply made an electric appliance solely for commuter duty – it’s made a credible driver’s car with the eco-cred to match. And if the Model S can make that kind of impression in less then 10 minutes, Musk and Co. may have finally found the special blend of powertrain and chassis performance to make an EV appealing to both the masses and the enthusiasts.